Automobile attachment



L. F. FULLER.

AUTOMOBILE ATTACHMENT.

APPLICATION FILED JUNE 25.1918,

1,338,915. Patented y 4, 1920.

2 SHEETSSHEET I.

Elmozutoz l fifill/ L. F. FULLER.

AUTOMOBILE ATTACHMENT.

APPLICATION FILED JUNE 25, 1918.

1,388,915. Patented y 4, 1920.

2 SHEETS-SHEET 2- I ma I LOUIS F. FULLER, OE GIBABD, KANSAS.

AUTOMOBILE ATTACHMENT.

Specification of Letters Patent.

Patented May 4, 1920.

Application filed June 25, 1918. Serial No. 241,846.

To all whom it may concern:

Be it known that I, Louis F. FULLER, a citizen of the United States, residing at Girard, in the county of Crawford and State of Kansas, have invented a new and useful Automobile Attachment, of which the following is a specification.

It is the object of this invention to provide novel means whereby the air supply to the intake manifold of an internal combustion engine may be controlled automati cally by the operation of the throttle lever.

It is within the province of the disclosure to improve generally and to enhance the utility of devices of that type to which the present invention appertains.

With the above and other objects in view, which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that, within the scope of what is claimed, changes in. the precise embodiment of the invention shown can be made without departing from the spirit of the invention.

In the accompanying drawings Figure 1 shows in side elevation, a portion of an automobile whereunto the device forming the subject matter of this application has been applied;

Fig. 2 is a top plan of the structure hereinafter claimed, certain parts of the throttle mechanism being shown in operative relation thereto;

Fig. 3 is a side elevation showing a portion of the structure hereinafter claimed, parts being broken away;

Fig. 4: is a view similar to Fig. 3 but showing the parts disposed in a position different from those assumed in Fig. 3: and

Fig. 5 is a vertical section taken through the bracket which supports the operating lever.

The numeral 1 denotes a steering post tube. the numeral 2 marks a throttle lever, the intake manifold appears at 3, and the numeral 4.- designates a quadrant wherewith the throttle lever 2 coacts, all as usual.

In carrying out the present invention an air inlet pipe 5 leads from the manifold 3 to a point adjacent to the throttle lever 2. The upper end of the air pipe 5 is reduced. to form a neck 6 having a longitudinal guide rib 7 the neck being provided with side ports 8 and having a top opening 9. A tubular valve cap 10 slides on the neck 6 and is supplied 1n its lower end with a notch 11 coacting with the guide rib 7 to hold the cap on the neck for right-line sliding movement, so that the side ports 12 in the valve cap 10 may be brought into or out of coincidence with the side ports 8 of the air pipe when the cap is moved endwise. A compression spring 1a is interposed between the top of the valve cap 10 and the top of the neck 6 of he air pipe 5. The spring 14 serves to raise the valve cap 10 as shown in Fig. 3, so that the ports 12 and S are out of registration. The opening 9 prevents air from being pocketed within the upper end of the valve cap 10 and permits the latter to move readily, longitudinally of the neck 6 of the air pipe 5.

A clamp or support 15, of any desired construction, is mounted on the steering post tube 1 and is provided with an upwardly and laterally extended arm 16 carrying a U-shaped bracket 17 having a lug 18 at one of its upper corners. -Elongated slots 19 are formed in the bracket 17 and in the slots 19, a pivot element 20 is mounted for free movement. A lever 21 is fulcrumed intermediate its end on the pivot element 20 and lies between the side portions of the U-shaped bracket 17. One end of the lever 21 bears on the upper end of the valve cap 10 as shown in Figs. 2 and 4 and the other end of the lever is curved as shown at 23 in Fig. 2 so as to cooperate with the sweep of the throttle lever 2, the latter element coacting with the lower edge of the lever 21. A pivot element 22 is mounted in the bracket 17 and may, if desired, be threaded at 22 into the steering post tube 1 (Fig. 5), to form an additional support for the bracket 17 although this detail is not insisted upon. A cam lever 24 is fulcrumed on the pivot element 22 and operates between the side portions of the bracket 17, the lower end of the cam lever 24 being adapted to cooperate with the upper edge of the lever 21. An adjusting screw 25 is threaded into the lug 18 and lies in the path of the cam lever 2a to limit the movement thereof.

Let it be supposed that the parts are arranged as shown in Fig. 3, wherein the cam lever 2 1 engages the adjusting screw 25 and bears upon the upper edge of the lever 21. When the throttle lever 2 is operated in the direction of the arrow A, the throttle lever tilts the lever 21, the lever 21 being fulcrumed on the lower end of the camlever 24. The lever 21 presses down the valve cap 10 and causes the ports 8 and 12 to register, to a greater or less extent, depending ,upon the position of the cam lever 24; which forms a fulcrum for the lever 21 dur ing the operation above mentioned, it being obvious that the position of the lever 2a may be altered by adjusting the screw 25. l/Vhen thevalve cap 10 moves downwardly, the spring it is compressed, and when the pressure of the lever 21' on the valve cap 10 is released, the spring returns the valve cap to the position shown in Let it be supposed that is not desired to movethe cap 10 downwardly and to aline the ports 8 and 12, when the throttle lever 2 is operated. Then the cam lever 2+1- may be fswung downwardly into the position of Fig. 4. When the throttle lever 52 is oper ated, one end of the lever 21 is ulcrumed on the upper end of the valve cap 10 without moving the cap downwardly, owing to the strength of the spring 14%, and consequently, the ports 12 and 8 will not be brought into registration. lVhen one end of the lever 21 tiulcrums on the valve cap 1') in the manner above described, the pivot element 20 rises in the slots 19 intothe position shown in Fig. l, because the lever 21 is no longer held down by and fulcrumed upon the cam lever 24.

Especial attention is directed to the fact that the device forming the subject matter of this application affords a means for regulating the air supply, to balance varyingamounts ofgasolene, and as a conseouence,

complete combustion, maximum power, a minimum amount of unconsuined carbon, clean spark plugs, clean. valves, and a minimum deposit of carbon in the cylinders are secured. The set screw 25 affords a means whereby an exact adjustment may be ob t ained, to compensate for wear, and for other purposes. The structure is operated directly by the throttle lever 2, which cures an accurate operation, since there are no pivotal connections, or movable parts, between the throttle lever and that portion of the air supplying mechanism which the throttle lever actuates.

Having thus described the invention, what is claimed is 1. In an internal combustion engine, a throttle lever; an air valve; a support; a member in the path of the lever and cooperating with the valve; means for mounting said member movably on the support; and an element on the support movable at the will of an operator to different positions with respect to said member, to cause said member to actuate the valve responsive to the movement of the lever, and to permit said member to move inoperatively with respect to the valveunder the action of the lever.

2. A device constructed as set forth in claim 1, and further characterized by tne provision of an adjusti means coastingwith said element to vs? the position thereof when said element cooperates with said member to cause the same to actuate the valve responsive to the Ei iOYQEUEHiZ the lever.

3. In an internal combustion engine, a throttle lever; air val e; a support; a second lever extended into the path of the throttle lever id cooperate with the valve; means for mounting the second lever movably on the support; and a cam 1nountd to swing on the supp-o the enact ing with the second le to cause the second lever to actuate the valve responsive to the movement of the throttle lever and to permit the second lever to move inoperatively with respect to the valre under the action or" the throttle lever.

t A device of the class described, constructed set forth in claim 3, and :t' n their characterized by the provision of an adjusting device mounted on the support and engaging the cam.

In testimony that I claim the foregoing as my own, I have hereto afiixed my signature in the presence of two witnesse LUUIS F. LLER.

Witnesses Gno. CowAN, VIOLA CowAN. 

